Impacting apparatus



Oct. 27, 1959 c. E. GODFREY ETAL 2,910,010

IMPACTING APPARATUS 6 Sheets-Sheet 1 Original Filed Feb. 19, 1953 fn-venfqrs Char/e6 E. Gpd'frey, Wes/e3 7. JO/IRJOR Jr.

a W w gw w Oct. 27, 1959 c. E. GODFREY ETAL 2,910,010

IMPACTING APPARATUS Original File d Feb. 19, 1953 6 Sheets-Sheet 2 1121/61? ions C/mr/ea E. Godfrey, wees/6g; 7. Johnson Jr:

Oct. 27, 1959 c. E. GODFREY ETAL 2,910,010 IMPACTING APPARATUS Y Original Filed Feb. 19, 1953 6 Sheets-Sheet 3 I 12 van fora C'fiar/es f. Godfrg L Wes/cg Z' Jo/vnsorz Jr.

Oct. 27, 1959 C. E. GODFREY ET AL IMPACTING APPARATUS I Original Filed Feb. 19, 1953 6 Sheets-Sheet 4 I 12 van fora f. Godfreg.

Wes/egg 7f Jobmson Jr;

fii-tornegs (bar/as Oct. 27, 1959 c. E. GODFREY ETAL 2,910,010

mmcwmc APPARATUS Original Filed Feb. 19, 1953 s sheets sheet 5 I 721/61? ions (bah/es .5. God 791:9. Wesley, T. Johnson Jr.

Oct. 27, 1959 c. E. GODFREY ETAL IMPAC'IING APPARATUS 6 Sheets-Sheet 6 Original Filed Feb. 19, 1953 United States Pate IMPACTIN G APPARATUS Charles E. G'odfrey, Lombard, and Wesley T. Johnson, Jr., Chicago, Ill., assignors to American Brake Shoe Company, New York, N.Y., a corporation of Delaware Continuation of application Serial No. 337,702, February 19, 1953. This application August 2, 1956, Serial No. 602,688

6 Claims. (Cl. 104- 17) This invention relates to impacting devices and especially to a dual arrangement enabling two impacting operations to be performed concurrently. This application is a continuation of our co-pending application, Serial No. 337,702, filed Feb. 19, 1953, now abandoned.

The present invention is particularly useful in railway construction and maintenance where it is customary to provide retaining, anchoring or similar fastening devices on opposite sides of each rail of the railway, such retaining, anchoring or similar fastening devices being passed through tie plates which underlie each rail at each tie, the retaining, anchoring or similar fastening devices being effective to secure the tie plate and the rail to the tie in such a way as to mitigate against relative movement between the tie plate and the tie. Resort has been had to a tie plate on each tie under each rail because such a tie plate affords a rather substantial area of contact with the tie in contrast to the relatively limited area of the base of the rail should this be directly contacted with the tie. By reason of the relatively substantial area of the tie plate, the stresses incidental to the passage of railway equipment along the rail are dissipated over a relatively large area and because of this, when relative movement between the tie plate and the tie is avoided, wear on the tie and other objectionable conditions are restricted.

Each tie plate includes sections which respectively extend on opposite sides of the rail and usually four openings are provided in each such section in spaced apart relation. The innermost of such openings are so located that when conventional retaining means, such as spikes, are respectively passed through these openings and driven into the tie, the heads of such retaining means will engage the base of the rail to thereby secure the same and the tie plate to the tie. Appreciable side thrust is impressed upon the rails of a railway as an incident to the passage of railway equipment therealong and consequently it is customary to resort to anchor means which should be effective to retain the tie plate in a pre-determined position and thereby avoid relative movement between the tie plate and the tie. Such anchor means, like the aforesaid retaining means, are located on opposite sides of the rail and the anchor means are customarily passed through the tie plate adjacent to the outer free ends thereof. While such anchor means may be in the form of conventional spikes, another successful expedient is the use of a stud of the nature disclosed in Patent No. 2,401,967, patented June 11, 1946, or that disclosed in the co-pending application of one of the applicants herein, Charles E. Godfrey, Serial No. 131,781, filed December 8, 1949.

Because there may be some unevenness in the upper surface of a tie or on the under surface of a tie plate it sometime happens that a tie plate is capable of pivoting about a fulcrum substantially midway between the ends of the tie plate and in such circumstances the ends of the tie plate are capable of rather appreciable movement relative to the adjacent face of the tie. It has been observed in circumstances such as this that if an anchoring means in the form of a spike, stud, or the like is ice first passed through an opening adjacent to one end of the tie plate and driven into the tie to bring the adjacent marginal portion of the tie plate into engagement with the tie then the opposite marginal portion of the tie plate may be disposed in spaced relation with the tie. When this condition prevails and an anchoring means is passed through an opening adjacent to the aforesaid opposite marginal portion of the tie plate and is driven into the tie, this tends to urge this marginal portion toward the face of the tie and'this results in a tendency to rock that tie plate about the aforesaid mediately located fulcrum and this sometimes results in raising the previously secured marginal portion of the tie plate and thereupon the first driven anchoring means may be loosened and when this occurs the tie plate may be capable of relative movement relative to the tie and resultantly wear of the tie occurs.

Heretofore spikes, studs and similar anchoring means have been driven into the tie by a manually manipulated pneumatically operated hammer, and because this entails appreciable physical exertion it has been customary to resort to crews of men who alternately operate the hammer. Furthermore it has not been feasible to avoid the above described rocking of the tie plate by manually driving the retaining and anchoring means in the tie simultaneously at opposite sides of the rail, primarily because of the difiiculty of synchronizing the operation of two different hammer operators, even though it has been recognized that it would be advantageous to simultaneously effect the driving on opposite sides of the rail. In view of these and other consideration, it is the primary object of our invention to provide an impacting means of a nature capable of operation by a single operator without exhaustive physical exertion and another important object is to so arrange the impacting apparatus that retaining, anchoring or similar fastening devices respectively located on opposite sides of a rail may be simultaneously driven into a tie underlying the rail.

Other objects of our invention are to guide the impacting apparatus along the rail with which it is used and to so arrange the guiding means that movement of the apparatus along the rail will be facilitated and yet at the same time to insure that the frame of the apparatus and the impacting means carried thereby will be accurately oriented relative to the retaining, anchoring or similar fastening devices to be driven into the tie; to mount the respective impacting means in such a way as to permit the same to be simultaneously moved toward and away from operative relation with the retaining, anchoring or similar fastening to be driven into a tie; to afford appreciable leverage in the apparatus so that the aforesaid relative movement of the impacting means may be expeditiously effected; and to so locate the control of the impacting means that it will be disposed in such a position that it may be readily operated by the operator of the apparatus.

Other objects of this invention are-to so arrange the apparatus that it will be firmly supported in operative position in the course of movement thereof along a rail of a railway by supporting the apparatus from the associated rail of the railway; to so arrange the apparatus that an electrically conductive circuit will not be afforded between the rails of the railway on which the apparatus is used; to equip the apparatus with wheels on which the same may be moved toward and away association with the railway with which it is to be used; to so equip the apparatus that it may be readily arranged to travel in the same direction along each rail of a railway; to enable the impacting means to be retained in a retracted inopera tive position when so desired; and to provide an apparatus of the aforesaid character that will be eflicient and posi- 3 tive in operation and of simple and economical construction.

Other and further objects of the present invention will be apparent from the following description and claims and are illustrated in the accompanying drawings which, by way of illustration, show preferred embodiments of the present invention and the principles thereof and what we now consider to be the best mode in which we have contemplated applying these principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by thoseskilled in the art without departing from the present invention and the purview of the ap pended claims.

In the drawings:

Fig. 1 is a perspective view of our novel apparatus showing the same associated with the tracks of a railway and wherein the impacting devices are shown in their lowermost operative position;

Fig. 2 is a plan view of the apparatus as shown in Fig Fig. 3 is a side view looking in at the lower end of Fig. 2;

Fig. 4 is a fragmentary View similar to Fig. 3 showing certain of the operative parts in a different operative position;

Fig. 5 is a sectional detail View taken substantially on the line 55 in Fig. 2;

Fig. 6 is a sectional detail view taken substantially on the line 66 in Fig. 5;

Fig. 7 is a front elevational view of the apparatus as illustrated in Figs. 1 and 2;

Fig. 8 is a detail view illustrating the manner in which the guiding wheels are associated with a rail;

Fig. 9 is another detail view illustrating the manner in which the impacting devices are effective on studs, spikes or the like to be driven into a tie thereby;

Fig. 10 is a view similar to Fig. 2 but showing a modified form of our novel apparatus;

Fig. 11 is a view similar to Fig. 7 but showing the form of our apparatus illustrated in Fig. 10; and

Fig. 12 is a vertical sectional detail view taken substantially on the line 1212 in Fig. 11.

The form of our apparatus shown in Figs. 1 to 9, inclusive, of the accompanying drawings includes a frame generally indicated by 15 which consists of four tubular members formed from seamless tubing or the like and having their adjacent ends mitered to permit these ends to be respectively abutted one with another and the so abutting ends are welded together to afford a unitary frame. Substantially U-shaped up-standing brackets 16 and 17 are provided and, by referring to Fig. 1, it will be seen that the free ends of the bracket 17 are respectively welded or otherwise suitably secured to clamp sections respectively designated as 18 and 19. These clamp sections are rested on opposite rails 15A and 15B of the frame 15 in spaced relation with the side rail 15C of the frame. A clamp section 20 cooperates with the clamp section 18 and is disposed beneath the rail 15A and these clamp sections are bolted or otherwise suitably connected together to thereby secure one leg of the bracket 17 to the frame 15. A clamp section 21 cooperates 'with the clamp section 19 and these clamp sections are interconnected as described hereinabove so as to thereby connect the other leg of the bracket 17 to the frames 15. The free ends of the bracket 16 are connected to the frame members or guides 15A and 15B in the same manner as that described hereinabove with reference to the bracket 17.

Arms 22 and 23, Figs. 1, 2 and 7, desirably formed from channel iron, are welded to the rail 15A of the frame 15 substantially midway thereof, these arms being spaced one from the other as best shown in Figs. 2, 7 and 8. A shaft 33 is passed through suitable openings respectively provided in the arms 22 and 23 and flanged wheel sections 24 and 25 are mounted on this shaft between the arms '22 and 23 with the unflanged portions thereof disposed adjacent one to the other. Washers as 26 are mounted on the shaft between the wheel sections 24 and 25 and if desired other washers 27 are mounted on the shaft 23 inwardly of the arms 22 and 23 and are disposed respectively between such arms and the adjacent wheel section. Blocks as 29 and 30, Figs. 1, 7 and 8, are respectively welded to the outer faces of the arms 22 and 23 and have openings therein through which the shaft 33 is passed, such openings in these blocks cooperating with the openings in the arms to afford elongated bearings for the shaft 33. Washers 31 and 32 are disposed about the shaft 33 outwardly of the blocks as '29 and 30. Openings are afforded in the shaft outwardly of these washers and cotter keys K or the like are passed through these openings to prevent axial displacement of the shaft 33 and also to retain the washers and wheel sections in predetermined positions.

By referring to Fig. 8 it will be noted that the wheel sections 24 and 25 are so spaced one from the other that the flanges thereon neatly respectively embrace the sides of the head of a rail R with which our device is to be used. Inasmuch as our device may be used with rails having heads of different thickness, resort is had to the washers as 26 and 27. The number of these washers employed will be determined by the desired spacing between the flanges of the wheel sections 24 and 25, a greater number of the Washers being employed when the flanges are to be spaced rather remote and a fewer number being employed when the flanges are to be disposed adjacent to each other, such spacing of the flanges being dictated by the thickness of the head of the rail with which our device is to be used.

By referring to Fig. 10, it will be seen that arms 22A and 23A corresponding to the arms 22 and 23 are welded or otherwise suitably secured to the frame rail 15B. These arms afford a support for a shaft corresponding to the shaft 33 and wheel sections 24A and 24B are mounted on this shaft in the manner described hereinabove with reference to the wheel sections 24 and 25, washers as the washers 26 and 27 being associated with the wheel sections 24A and 24B for the purpose described hereinabove.

Inasmuch as the flanges of the wheel sections 24 and 25 and 24A and 25A neatly embrace the head of the rail with which our device is to be used, it will be manifest that our apparatus may be accurately guided along the rail on which the wheel sections ride, and it is this that enables us to accurately align the impacting means provided in our apparatus with the studs, spikes or the like to be driven thereby.

A fiat plate 34 is disposed inwardly of the bracket 16 and plates as 35, Figs. 3 and 7, engage the outer face of the upper arm 16A of the bracket 16. Bolts as 36 are freely passed through the plates 35 and are threaded into tapped openings provided in the adjacent face of the plate 34, spacer blocks as 37, Figs. 2 and 7, being interposed between the inner face of the upper rail 16A of the bracket 16 and the adjacent face of the plate 34. Desirably, the faces of the spacer blocks disposed toward the bracket 16 are recessed to be complementary in outline to the configuration of the arm 16A of the bracket 16 with which they are to engage. A reinforcing bar 16B extended between the upright portions of the bracket 16 in spaced relation with the upper rail 16A thereof and plates as 38, Figs. 3 and 4, are engaged with the outer face of reinforcement 16B. Bolts 38A pass through the plates 37 and are threaded into tapped openings provided in the adjacent face of the block 34. As best shown in Fig. 7, spacer blocks as 39 are disposed between the adjacent faces of the plate 34 and the reinforcement 16B and the faces of these blocks disposed between the reinforcement 16B are recessed to be complementary in form to the surface of reinforcement 1613. When the various bolts as 38 and 38A are loosened then the plate 34 may be moved along the lower reinand this plate 34A is likewise adjustable relative to the,

guides 17A and 17B of the bracket 17' so that, it may be disposed in adjusted positions relative to the frame 15.

As best shown in Figs. 5 and 6..ve'rtically extending spaced-apart slots 39 and v40 are provided in the plate 34A and a carriage generally indicated by 41A is'adapted to travel in these slots. Referring to Fig. 5 it will be seen that the carriage 41A includes bars 41B and 41F which are welded to keys 41C and 41D, Fig. 6, that are respectively disposed in the slots 39 and 40. Retainer plates as 42 and 43, best shown in Figs. 3 and 4, extend between the bars 41E and 41F inwardly of the plates 34A and are disposed in alignment with keys 41C and 41D, shims as 44, Fig. 6, being interposed between the keys and the respective plates 42 and 43. Bolts as 45 are passed through the plates as 42 and 143, the shims as 44 and the respectively align keys 41C and 41D and the bars 41E and 41F are engaged by nuts 46 which when tightened, clamp the carriage 41A to the plate 41E for reciprocation in the slots 39 and 40.

The carriage 41 similar to the carriage 41A is associated with the plate 34 in a manner described hereinabove with reference to the carriage 41A and the carriage 41 is retained for reciprocable movement relative to the plate 34.

The carriages 41 and 41A respectively serve as supports for impacting devices 50 and 50A. In the present instance the impacting devices 50 and 56A are conventional pneumatic hammers and the particular structure thereof forms no part of our invention. Furthermore, if desired, resort could be had to impacting means of other kinds without departing from the purview of our invention.

In the present instance straps as 51 pass about the impacting device 50 and have the end portions thereof disposed beneath the nuts 46 so as to thereby be clamped to the carriage 41. The impacting device 50A is connected to the carriage 41A in a manner described hereinabove with reference to the impacting device 50, straps 51A corresponding to the straps 51 being provided for this purpose.

In Fig. 7 we have shown in the impacting devices 50 and 50A in the upper retracted position thereof and these impacting devices are moved into this position by manipulation of the handle bars HB as will now be explained.

Thus, a vertical column 55 has the lower end thereof welded or otherwise suitably secured to the rail 15A substantially midway in the extent thereof. A shaft 56 is journaled in the column 55 near the upper end thereof and the handle bars HB are mounted for pivotal movement about the shaft 56. Collars as 58 are secured to the shaft 56 on opposite sides of the portion of each handle bar section through which the shaft 56 extends to thereby retain the handle bar sections H13 in adjusted positions along the shaft 56.

A clip as 60, Fig. 3, is welded or otherwise suitably secured to each handle bar section HB inwardly of the connection thereof to the shaft 56 and these clips extend beneath the handle bar sections. A shaft 61 is passed through the respective clips 60. A plate as 62 is bolted or otherwise suitably secured to the upper end of each impacting device 50 and 50A, spacers as 63 desirably being provided to space such plates from the upper ends of the respective impacting devices. Ears as 64 are provided on the upper faces of the plates 62 and corresponding ends of links as 67 are respectively pivotally connected to these cars. The shaft 61 passes through corresponding upper ends of the links and collars as 68, fas tened on the shaft 61, serve to prevent longitudinal movement of the shaft 61 and also serve to retain the links 67 against longitudinal movement along the shaft 61. As best shown in Fig. 3, the clips 60 arelocated alon the extent of the handle bars HB so as to be adjacent to the pivotal connection thereof to the shaft 56 and the major portions of the handle bars extendbeyond the clips 60. Consequently, appreciable mechanical advantage is afforded for raising and lowering of the impacting devices 50 and 50A so that this may be effected without exhaustive physical exertion by the operator of the apparatus. p

' The impacting devices 50 and 50A are respectively located on opposite sides of the rail with .which our apparatus is associated. Moreover, the impacting devices may be moved into selected positions onthe frame 15 and the particular location of the devices on the frame is determined by the location of the fastening devices to be driven into the tie by our apparatus. In the present instance our apparatus is arranged to drive fastening devices in the form of studs 70 into the underlying tie, the studs 70 being of the nature disclosed in Patent No. 2,401,967, patented June 11, 1946, or of the nature disclosed in the aforesaid copending application, Serial No. 131,781, filed December 8, 1949. As best shown in Fig. 2, the studs 70 for a particular tie plate 71 are respectively passed through openings respectively located near the free ends of the tie plate, one such opening being located adjacent to one side edge of the tie plate while the other is located adjacent to the opposite side edge of the tie plate so that these openings are diagonally related on the tie plate. Desirably, openings are drilled into the tie beneath the openings in which the studs 70 are to be located because so to do mitigates against splitting of the tie and is in other ways advan tageous when the stud is driven into the tie. When our apparatus is to be used to drive studs located in diagonally related openings as aforesaid, the impacting devices 50 and 50A are respectively aligned with such openings by moving the brackets 16 and 17 along the rails 15A and 15B of the frame 15 and by moving the plates 34 and 34A longitudinally on the brackets.

When'theimpacting devices 50 and 50A are inactive or at rest, the hammers 72 thereof are located in upwardly withdrawn positions as shown in Fig. 9 of the drawings within the downwardly extended lower guide sleeves 73 of the impacting device. The lower ends of the sleeves 73 act as columns which may surround the heads 70H 0f the rail fastening device 70 to be driven into the tie as shown in Fig. 9. It will be recognized, of course, that when the drive of a rail fastening device 70 is initiated, the fastening device 70 will extend upwardly for a substantial distance above the tie plate 71, and upon operation of the impacting device, these fastening devices 70 will gradually be driven to their fully set positions shown in Fig. 9 of the drawings. After the impacting devices have been properly located on the frame 15 our apparatus is moved along as associated rail R to bring the devices 50 and 50A respectively into alignment with the studs as 70 to be driven into the tie thereby. The devices 50 and 50A are disposed in driving position by lowering the handle bars HB until the respective heads 70H are disposed in the sleeves 73. In the present instance, the impacting devices are pneumatically operated and these devices are set in operation after the heads 70H are disposed in the sleeves and thereupon the studs 70 are driven into the underlying tie- Upon completion of the drive of a pair of studs 70, the handle bars HB are withdrawn in an upward direction, thus to withdraw the impacting devices 50 and 50A to or toward their upward positions whereupon our apparatus may be rolled along. the rail to bring impacting devices 50 and 50A into alignment with the next pair of fastening devices that are to be driven.

The pneumatic concurrent operation of the impacting devices 50 and 50A is adapted forconvenient control by. the operator through the provision of a control. handle 75 that is pivotally mounted as at 76 on the extreme rear end of one of the handle bars HB, this pivot 76 being supported on the handle bar HB by means of a split clamp 77 of any preferred type. The control handle 75 is extended beyond the pivot 76 and then downwardly as at 78 and this downward projection 78 serves as a connection for a 'valve' operating link 79 which is pivoted to the extension 78 by a pivot pin and a fitting 81. This valve operating rod 79 extends toward the pivot shaft. 56 and at the end that'is adjacent to the pivot shaft 56 it is operably associated with a control valve 82 whereby the flow of pressure air to the impacting devices 50 and 50A is controlled. This control valve 82 is supported beneath the forward end of the handle bar HB upon which the control handle 75 is mounted, and such support in the present instance is afforded by a bracket 83 that is welded to the lower face of this handle bar HE. A pair of U bolts 84 extend through the bracket 83 to clamp the valve 82 to the lower face of the bracket 83.

The inlet side of the valve 82 has a connector pipe 85 extended therefrom to which a main air supply hose 87 may be connected. The outlet end of the valve 82 is connected, by means including a pipe 88, an elbow 89 and a short pipe 90, to one arm of a T-fitting 91. The other two arms of the T-fitting are connected by flexible and freely looped air hoses 92 and 92A to the respective inlets of the impacting devices 50 and 50A. Thus, by operation of the control handle 75, the operation of the two impacting devices may be concurrently controlled, and by raising and lowering of ,the handle bars HB, the impacting devices may be raised and lowered and moved through the required drive range with respect to the fastening devices 70.

In order that our apparatus including the frame 15 may be properly supported in substantially parallel relationship to the rails, an outrigger 95 is afforded on the frame 15 so as to extend laterally therefrom to position a wheel 96 on the outrigger on the top of the other rail. The outrigger 95 comprises an elongated supporting rod aflixed to the frame 15, upon the outer end of the rod the wheel 96 is rotatably supported by means including a pair of spacing washers 97 and a cotter pin 98. The wheel 96 is desirably formed of non-electrical conductive material such as rubber so as to thereby avoid closing an electrical circuit between the rails of the railway along which our apparatus is caused to travel. The other end of the rod 95 is screw threaded as at 99 so that it may be threaded into a mounting nut 100 that is secured to the side of the frame 15C as by welding. The rod is adapted to be relatively rotated and for the purpose of accomplishing such operation a radially projecting handle 101 is fixed on the rod 95, and when the rod 95 has been properly adjusted to the desired longitudinal position, it may be fixed in such an adjusted position by a lock nut 102 which in the present instance is provided with a pair of radially extending handles 102H.

The outrigger 95 is utilized not only in properly Positioning our apparatus on and with respect to the rails but it is also used as a convenient handle when the apparatus is to be removed from its position on the rails. In facilitating such removal and other movements of the apparatus, wheels 105 are provided on the side of the carriage that is opposite from the location of the outrigger 95. To afford a mounting for the wheels 105, mounting brackets 106 are welded to .the channels 23 and 23A and braces106B are extended from upper portions of the channels downwardly and upwardly and are welded to the brackets 106 to afford rigid supports for axles that are welded to the lower faces of the brackets 106 adjacent the outer ends of such brackets. The axles 107 are in alignment and are disposed perpendicular to the axis of the Wheels 24 and 25 and 24A and 25A. The wheels 105 are positioned on the axles 107 and are secured thereon by nuts .108 which, in the present instance, have transverse operating handles 1081-1 fixed thereto as shown in Figs. 2 and 7 of the drawings. 7

It will be recognized that it may in some instances be a desirable to reverse the locations of the wheels 105 and the outrigger to the opposite positions with respect to. the carriage. This is readily accomplished by afiording a duplicate mounting nut A that is fixed on the opposite or left hand side of the frame 15 in a position corresponding to the position of the nut 100. With respect to the wheels 105, such reversal is accomplished by using duplicate sets of brackets 106A and axles 107A on the channels 22 and 22A of the frame. With this arrangement, the wheels may be readily transferred when desired to the axles 107A. This simplifies the use of the apparatus.

There are times when it is advantageous to retain the impacting devices in an upper inoperative position as, for example, when our device is being moved to or from association with a railway. Hence, means are provided whereby the impacting means may be held in such an inoperative position.

' Referring to Fig. 5, lugs 110 and 111 are provided on one edge of the plate 34A. A vertically extending shaft 112 is mounted in openings in these lugs and as a latch 113 is fast thereto immediately above the lug 111, so that the latch rests on this lug. In order to urge the latch 113 toward the lug 111,11 sleeve 114 is disposed about the shaft 112 above the link 113 and this sleeve is terminated in spaced relation with the lug 110. A spring 115 is disposed about the shaft 112 between the lug 110 and the adjacent end of the sleeve 114 and this spring urges the sleeve 114 and the latch 113 on which it bears toward the lug 111. A handle 116 is provided at the upper end of the shaft 112 to facilitate rotation thereof in the lugs 110 and 111. The handle 116 is movable between the two right angularly related positions thereof shown in broken lines in Fig; 6. When the handle 116 is disposed parallel with the plate 34A the latch 113 is disposed in a retracted position. However, when the carriage 41A has been moved to an upper position in the plate 34A then the handle 116 may be moved into right angular relation with the plate 34A and in so doing the latch 113 is moved into position to underlie the lower edge of the rail 41B of the carriage 41 and this disposition of the latch is effected to retain the carriage 41 and the impacting means carried thereby in an upward retracted position. In some circumstances, it may be desirable to engage the latch 113 with the rail 41A of the carriage 41 in which instances the impacting means will be held in an intermediate retracted position. It will be understood that when the latch 113 is engaged either with the rail 4113 or the rail 41A it is effective to support each of the impacting devices in its retracted position.

In operation our novel apparatus is caused to travel on the wheels as 105 until the wheel sections 24 and 25 and 24A and 25A are brought into association with the upper portion of a rail R. If the flanged portions of these Wheel sections do not neatly embrace the head portion of the rail R then, in the manner explained hereinabove, washers as 25 and 27 are removed or added as need be to insure that the flanges of the wheel sections neatly embrace the Side edges of the head of the rail. This is done in order to insure that the frame 15 will travel along the rail in predetermined relation thereto.

The position of the impacting devices as 50 and 50A is thereupon adjusted to align the hammers 52 and the sleeve portions 53 thereof with the upper portions of fastening devices as studs 70 that are to be driven into the tie underlying the rail. As explained hereinabove, advantageously openings will be drilled into the tie beneath the positions at which the fastening devices as the 9 studs are to be driven into the tie. At this time the studs as 70 will be in the positions illustrated in broken lines in Fig. 8 so that at this time only the lower portions thereof will be passed through the diagonally related openings in the tie plate as 71 andthe lower end portions of the studs are aligned with the'openings previously drilled into the tie. It will be understood that the studs as 70 associated with each tie plate as 71 will be in substantially the same location from tie plate to tie plate along a particular rail as R.

' Once the flanges of the wheel sections 24 and 25 and 24A and 25A are neatly embraced with a rail and the wheel 96 is rested on the cooperating rail of the rail-way, the means securing the brackets 16 and 17 to frame 15 and the means securing the plates 34 and 34A to the brackets are loosened and thereupon the impacting de- Vices 50 and 50A may be moved into position to align the hammers as 72 of the impacting devices respectively With the heads 70H of the respective studs to be driven into the tie by these impacting devices. When the impacting devices are so located, the sleeves 73 thereof may be disposed in position to surround the heads of the studs when the impacting devices are lowered on the frame toward the studs. It will be apparent that if spikes as S are to be driven into the tie then, in such circumstances, the impacting devices will be disposed in positions to align the heads of'such spikes with the hammers as 72 of the impacting devices. Once the impacting devices have been so oriented relative to the respective studs as 70 or the like to be driven thereby, all that need be done is to transport the frame 15 along the rail R until the respective impacting devices are aligned with the studs of the like to be driven thereby and, in fact, the operator need align but one of the impacting devices with a stud for so to do will resultantly properly position the other impacting devices.

It will be understood that in aligning the impacting devices 50 and 50A with the studs as 70 or the like to be driven thereby, the handle bars as HB are operated to control the vertical position of the impacting devices. During the time the frame 15 is being transported along the rail as R the impacting devices are maintained in an upper retracted position in which they may be latched by operation of the handle 116 to bring the latch 113 into latching position as explained hereinabove. When a driving operation is to be effected, the latch 113 is moved to a retracted position shown, for example, in Fig. 4, and thereupon by manipulation of the handle bars HB the impacting devices 50 and 50A may be moved into operative relation with the studs as 70 to be driven thereby. When this has been effected, the operating handle 75 is manipulated to open the valve 82 and thereupon air under pressure is supplied to the impacting devices 50 and 50A which thereupon, in the manner well understood in the art, are effective to concurrently drive the studs as 70 into the underlying tie. In the course of the driving operation the operator lowers the handle bars as HB to thereby lower the impacting devices 50 and 50A to follow up the driving of the studs as 70 into the tie. When the driving operations of studs as 70 has been effected to such an extent as to bring at least selected of the rings 70R into association with the tie plate as 41, the handle bars as HB are elevated and the handle as 75 is released to thereby interrupt operation of the impacting devices 50 and 50A and thereafter the frame 15 is transported along the rail R to the next set of studs as 70 to be driven into the tie by our novel impacting device.

A modified form of our invention is illustrated in Figs. 10, 11, and 12 and therein elements which correspond to elements described hereinabove are indicated by the same reference character that has been employed hereinabove except that the sufiix B" is added to these reference characters in these views.

In the form of our invention shown in Figs. to 12,

inclusive, an upright column is provided which is similar to the upright column 55 except that the lower. end thereof is not'fixedly connected to the rail ISA-B of the frame 15B Instead, upright lugs 122 and 123, Fig. 10, are welded to the rail 15A-B substantially midway in the extent. thereof, which is to say, between the axlev supports 22-B and 23-B between which the wheel sections 24-B and 25-Bfare mounted. A stub shaft 124 ispassed through openings in the lugs 122 and 123 and is retained against axial displacement by cotter pins as 125. A.

coupling 126 is provided in the lower end of the column 120 and has a lug 127-connectedthereto in alignment with the axis of the column 120 and, the shaft 124 is passed through the lowerend of the lug 127 to thereby pivotally connect the column to the arm ISA-B of the frame 15B. A plate 128 is welded or otherwise suitably secured to the forwardly extending edges of the brackets 122 and 123 and is engageable by the coupling 126 so as to limit forward pivotal movement of the column 120 about the shaft 124 to enable the frame as 15-B to be pushed along the rail as R-B.

A shaft 130 somewhat like-the shaft 56 is mounted at the uper end of the column 120, the shaft 130 being of greater axial extent than the shaft 56. A collar 131 is suitably secured to the shaft 130 inwardly of one end thereof and a similar collar 132 is secured to this shaft inwardly of the other end thereof. One end of an arm 133 has an eye through which an end portion of the shaft 130 is extended and this eye portion engages the collar 131 and thereafter a collar 134 is secured to the shaft 130 intermediate this eye portion and the adjacent free end of the shaft to thereby secure this eye portion against axial displacement along the shaft 130 but for pivotal movement thereabout. A similar eye portion on the arm 135 is similarly connected to the opposite marginal portion of the shaft 130 by collars 132 and 136 also fixedly connected to the shaft. The arms 133 and 135 are part of a substantially U-shaped handle bar arrangement which includes a bight portion 137 that interconnects the arms 133 and 135 at the ends thereof remote from the portions thereof connected to the shaft 130.

As best illustrated in Fig. 11, a cross bar 130A is provided which has a link 138 which has an opening therein through which the shaft 130A is passed, and collars as 139 and 140 are disposed on opposite sides of this link to retain the same on the shaft 130A substantially midway between the arms 133 and 135. The other end of the link 138 has an openingtherein through which a pin 141 is passed, and this pinin turn is passed through ears 142 and 143 on brackets 144, cotter pins as 145 being provided to prevent axial displacement of the pin 141. A threaded stud 146 depends from the bracket 144 and extends through a medially located opening in a plate 147, a nut 153 serving to connect the stud 146 to the plate 147. As best shown in Fig. 10, the plate 147 has slots 148 and 149 provided therein through which studs 150 and 151 are respectively extended.

The lower ends of these studs are respectively connected to the plates as 62-B respectively provided at the upper ends of the impacting devices 50-B and 50A-B, as explained hereinabove with reference to the impacting devices 50 and 50A. Lock nuts are also utilized to connect the studs 150 and 151 to the plate 147.

It will be manifest from the foregoing that when the bight portion 137 of the handle bar arrangement shown in Figs. 10, 11 and 12 is grasped, then the arms 133 and 135 may be pivoted about the shaft 130 to elevate and lower the plate 147 (see Figure 12). Vertical movement of plate 147, in turn, elevates and lowers the impacting devices Sit-B and 50A-B, moving the impacting devices vertically relative to the guiding devices afforded by the plates 34B and 34A-B and the means associated therewith so that the impacting devices 50-B and 50A-B may be brought into association with the heads of studs as 70-B to drive the studs into the ties.

In the instance of'the arrangement shown in Figs. '10, ll and 1 2, the handle bars may remain-in predetermined position in contradistinction to the arrangement shown in Figs. 1: to 9, inclusive, wherein the position of'the handle bars HB will need be adjusted along the shaft 56 each time the brackets 16 and 17 are adjusted relative to the frame 15. In the arrangement shown in Figs. 10, 11 and 12 it will onlybe necessary to loosen the lock nuts 153 and thereupon the studs as 150 and 151 may be moved along the slots as 148 and 149 to enable the impacting devices to be moved into selected positions when the brackets as 16-13 and 17-B are moved into adjusted positions along the rails ISA-B and B-B.

Moreover, in the instance of the arrangement shown in Figs. 10, 11 and 12, a bracket 155 secured to the bight 137 and a handle 156 is pivotally mounted thereon adjacent to the bight 137. When the handle 156 is moved toward the bight 137 it is effective through connections to the link 157 to open the valve 82-13 to thereby bring about concurrent operation of the impacting devices -B and 50A-B as, for example, in the mannerdescribed hereinabove with reference to the impacting devices 50 and 50A. a

It will be apparent from the foregoing that the arrangement shown in Figs. l0, l1 and 12 enables an advantageous adjustment of the apparatus shown therein to be effected, but in other respects it will be apparent that this apparatus is equivalent to that disclosed in Figs. 1 to 9 inelusive.

It will be manifest from the foregoing description that the arrangements which We have described enable the' the preferred embodiments of our invention, it is to be understood that these are capable of variation and modification, and we therefore do not wish to be limited to the precise details set forth, but desire to avail ourselves of such changes and alterations as fall Within the purview of the following claims.

We claim:

1. Apparatus for driving spikes or like fastening devices into a railway time comprising: a horizontal frame, including transverse guides extending transversely of one rail of the railway; rail-engaging wheels, mounted on said frame, for engaging the rails of said railway to transport and guide the apparatus along said railway with said transverse guides straddling said one rail of the railway; a pair of vertical frames, each slidably mounted on said transverse guides for movement thereon to selected transverse positions on opposite sides of said one rail, said vertical frames each including a longitudinal guide extending parallel to said one rail; means for releasably locking each of said vertical frames in selected transverse positions on said transverse guides; a pair of impacting devices; means, engaging said impacting devices and said longitudinal guides, for mounting said impacting devices upon respective ones of said longitudinal guides for movement therealong to selected longitudinal positions on opposite sides of said one rail, said means including means for accurately guiding said impacting devices for limited vertical movement relative to said railway; means for releasably locking said mounting means at selected longitudinal positions along said longitudinal guides; handle means, connected to said frame and to said impacting devices, for raising and lowering said impacting devices relative to said one rail so that the impacting devices may be engaged with fastening devices on opposite sides of said one rail to drive said fastening devices into a tie underlying said one rail, said handle means also affording means for propelling the apparatus manually to successive stations of operation along said one rail; and means for setting the impacting devices in operation to drive the fastening devices in operative relation with said impacting devices into said underlying tie. i

2. Apparatus for driving spikes or like fastening devices into a railway tie'comprising: a horizontal frame, including transvefse guides "extending transversely of one rail of the railway; rail engaging wheels, mounted on said frame on'axles substantially in the plane of the frame, for engaging the railway to transport and guide the apparatus along said railway with said transverse guides straddling said one rail of the railway; a pair of vertical frames, each slidably mounted on said transverse guides for movement thereon to selected transverse positions on opposite sides of said one rail, said vertical frames each including a longitudinal guide extending parallel to said one rail; means for releasably locking each of saidvertical frames in selected transverse positions on said transverse guides; a set of impacting devices; means, engaging said impacting devices and said longitudinal guides above the rail-engaging wheels, for mounting said impacting devices upon respective ones of said longitudinal guides for sliding movement therealong to selected longitudinal positions on opposite sides of said one rail, said means including means for accurately guiding said impacting devices for limited vertical movement relative to said railway; means for releasably locking said mounting means at selected longitudinal positions along said longitudinal guides in alignment with fastening devices for the rail disposed in predetermined positions relative to the rail; means for releasably holding the impacting devices in an elevated inactive position; handle means, connected to said frame and to said impacting devices, for simultaneously raising and lowering said impacting devices relative to said one rail so that the impacting devices may be engaged with fastening devices on opposite sides of said one rail to drive said fastening devices into a tie underlying said one rail, said handle means also affording means for propelling the apparatus manually to successive stations of operation along said one rail; and means for concurrently setting the impacting devices in operation only after being lowered from said inactive position to drive the fastening devices in operative relation with said impacting devices into said underlying tie.

3. Apparatus for driving spikes or like fastening devices into a railway tie comprising: a horizontal frame, including transverse guides extending transversely of one rail of the railway; rail-engaging wheels, mounted on said frame, for engaging the railway to transport and guide the apparatus along said railway with said transverse guidesstraddling said one rail of the railway; a pair of vertical frames, each slidably mounted on said transverse guides for movement thereon to selected transverse positions on opposite sides of said one rail, said vertical frames 'each including a longitudinal guide extending parallel to said one rail; means for releasably locking each of said vertical frames in selected transverse positions on said transverse guides; a pair of impacting devices; means engaging said impacting devices and said longitudinal guides for mounting said impacting devices upon respective ones of said longitudinal guides for sliding movement therealong to selected longitudinal positions on opposite sides of said one rail, said means including means for accurately guiding said impacting devices for limited vertical movement relative to said railway; means for releasably locking said mounting means at selected longitudinal positions along said longitudinal guides; handle means for raising and lowering said impacting devices relative to said one rail so that the impacting devices may be engaged with fastening devices on opposite sides of said one rail to drive said fastening devices into a tie underlying said one rail, said handle means also affording means for propelling the apparatus manually to successive stations of operation along said one rail, said handle means including a vertical support mounted on and extending upwardly of said horizontal frame, a handle mounted on said support for pivotal movement about a horizontal axis, and means connecting the upper ends of said impacting devices to vertical frames, each slidably mounted on said transverseguides for movement thereon to selected transverse positions on opposite sides of said one rail, said vertical frames each including a longitudinal guide extending parallel to said one rail; means for releasably locking each of said vertical frames in selected transverse positions on said frame; a pair of impacting devices; means,

engaging said impacting devices and said longitudinal guides, for mounting said impacting devices upon respective ones of said longitudinal guides for sliding movement therealong to selected longitudinal positions on opposite sides of said one rail, said means including means for accurately guiding said impacting devices for limited vertical movement relative to said railway; means for releasably locking said mounting means at selected longi tudinal positions along said longitudinal guides; means, supported on said frame and connected to said impacting devices, for raising and lowering said impacting devices to said one rail so that the impacting devices may be engaged with fastening devices on opposite sides of said one rail to drive said fastening devices into a tie underlying said one rail; and means for set ting the impacting devices in operation to drive the fasten I ing devices in operative relation with said impacting devices into said underlying tie.

5. Apparatus for driving spikes or like fastening devices into a railway tie comprising: a horizontal frame, including a first pair of guides; rail-engaging wheels, mounted on said frame, for engaging the railway to transport and guide the apparatus along said railway with said frame straddling one rail of the railway; a pair of vertical frames, each slidably mounted on said first pair of guides for movement thereon, said vertical frames including a second pair of guides substantially normal to said first pair of guides; means for releasably locking each of said vertical frames in selected positions on each of said first pair of guides, one pair of said guides being transverse guides extending transversely with respect to said one rail, and the other pair of said guides being longitudinal guides extending parallel to said one rail; a pair of impacting devices; mounting means, engaging said impacting devices and said second pair of guides, for mounting said impacting devices upon respective ones of said second pair of guides for movement therealong so that adjustment of said impacting devices along said second pair of guides and adjustment of said second pair of guides along said first pair of guides positions said impacting devices at selected longitudinal positions on opposite sides of said one rail, said mounting means including means for accuratelyguiding said impacting devices for limited vertical movement relative to said railway; means for releasably locking said mounting means at selected positions along said second pair of guides; means, connected to said frame and to said impacting devices, for raising and lowering said impacting devices relative to said one rail so that the impacting devices may be engaged with fastening devices on opposite sides of said one rail to drive said fastening devices into a tie underlying said one rail; and means for setting the impacting devices in operation to drive the fastening devices in operative relation with said impacting devices into said underlyingtie.

- g 6. Apparatus for driving spikes or like fastening devices into a railway tie comprising: a horizontal frame, including a first pair of guides; rail-engaging wheels, mounted on said frame, for engaging the railway to transport and guide the apparatus along said railway with said frame straddling one rail of the railway; a pair of vertical frames, each slidably mounted on said first pair of guides for movement thereon, said vertical frames including a second pair of guides substantially normal to said first pair of guides; means for releasably lockingeach of said vertical frames in selected positions on each of said first pair of guides, one pair of said guides being transverse guides extending transversely with respect to said one rail, and the other pair of said guides being longitudinal guides extending parallel to said one rail; a pair of impacting devices; mounting means, engaging said impacting devices and said second pair of guides, for mounting said impacting devices upon respective ones of said second pair of guides for movement therealong so that adjustment of said impacting devices along said second pair of guides and adjustment of said second pair of guides along said first pair of guides positions said impacting devices at selected longitudinal positions on opposite sides of said one rail, said mounting means including means for accurately guiding said impacting devices for limited vertical movement relative to said railway; means for releasably locking said mounting means at selected positions along said second pair of guides; means, connected to said frame and to said impacting devices, for simultaneously raising and lowering said impacting devices relative to said one rail so that the impacting devices may be engaged with fastening devices on opposite sides of said one rail to drive said fastening devices into a tie underlying said one rail; means for releasably locking said impacting devices in an elevated inactive position; and means for setting the impacting de vices in operation after being lowered to drive the fastening devices in operative relation with said impacting devices into said underlying tie.

References Cited in the file of this patent UNITED STATES PATENTS 993,869 Peasley May 30, 1911 1,321,909 Hastings Nov. 18, 1919 1,395,703 Ekberg Nov. 1, 1921 1,410,725 Schank Mar. 28, 1922 1,448,264 .Doak Mar. 13, 1923 1,856,893 Talboys May 3, 1932 2,018,129 Jackson Oct. 22, 1935, r 2,104,323 Hirschberg Jan. 4, 1938-. 2,575,535 Talboys et a1 Nov. 20, 1 951 2,591,005 Piper Apr. 1, 1952 2,599,170 Franks June 3, 1952 

